Preliminary Recommendations

The evaluation process has led to preliminary corridors. These connect major destinations across the city. Rapid transit approaches may not look at each corridor.

Design will be based upon road width, target spreads for transit vehicles, cost, environmental and cultural heritage consideration.

Focus Areas Downtown

The two areas need to connect at a single, convenient transfer point, while servicing major destinations; train, bus station etc. The area has unique challenges and opportunities which require further study and input. The CPR crossing on Richmond St. is a barrier, a narrow road width, existing buildings, the river nearby, which lead to constraints with the available options.

Construct rapid transit tunnel from north of Central Ave. to north of Oxford St. This would allow vehicles to remain on schedule while freight trains cross.

Old East Village; the area is a “

main street” with narrow roadways and buildings built to the edge of the sidewalk, that create a distinct character.

King St. is an established major cycling corridor, eastbound which should be maintained.

Queens Ave., within the area is predominately residential. This is not suitable for rapid transit.

Western University; is the largest transit trip destination in London. Providing a central stop location on campus is important to maximizing coverage. The university master plan recognizes that rapid transit as an important tool for managing parking demand.

Rapid Transit Elements

Can carry 15,000 passengers every hour in each direction

Is confined to its track so it requires more people in “transfer” mode.

Can cost $40 to $100 million per route kilometer

Is a smooth fast ride and is perceived as an attractive choice by riders.

The permanency of rails provides assurances to the developer that the transit will stay.

Vehicles can be joined.

Requires a new maintenance and storage facility.

Bus Rapid Transit

Can carry up to 10,000 passengers in each direction.

Vehicles run primarily in dedicated lanes, but can operate in mixed traffic.

Has the flexibility to operate outside of dedicated lanes.

Vehicles are high capacity, accessible and offer comfortable seating.

Shops and Stations

The LRT and BRT stations and stop locations share many of the same characteristics. The permanency of stations and running way provide assurance for the development along the corridors.

2019 Recommended Network Plan

oAll of the above are to be phased in by 2019. A major re-structuring of routes 2A and 25 is to be done in 2016. Ten minute service is to occur in the core of the city. Outside of the core, the service will be 20 – 30 minutes.